Landing (descent or approach)

Following an uneventful flight from Ankara, the aircraft landed at Siirt Airport runway 24/06 which is 1,660 metres long. After touchdown on a wet runway, the aircraft was unable to stop within the remaining distance, overran and came to rest few dozen metres further. All 46 occupants evacuated safely while the aircraft was damaged beyond repair. All conditions were not met for a safe landing and the braking action was moderate to poor. Aquaplaning was suspected.

The aircraft was being flown as a route check for for a captain. Another captain was acting as Pilot Monitoring on the flight. The en route part of the flight was uneventful. The aircraft was conducting an ILS approach to runway 05 and the controller reported that they would be behind Philippine Airlines flight 809, an Airbus A319. As the Boeing 737 broke out of clouds, the A319 was observed on runway 05. The Pilot Flying informed ATC of his intention to perform a 360° maneuver, but the Pilot Monitoring advised ATC of the opposite, stating that the aircraft would turn right instead of following the missed approach procedure, which called for a left hand turn to a 020° heading. The aircraft re-entered clouds and attempted to fly visually at a lower altitude in instrument conditions when in fact it should have climbed to 4,000 feet. The flight continued over Samal Island and the flight requested a VOR/DME approach and landing in the opposite direction (runway 23), which was approved by the controller. After having aligned with the runway heading, the aircraft descended below the normal glide path for this approach. It continued down to 570 feet at a point where the aircraft should have been at 1,500 feet. The aircraft crashed into a coconut plantation on a hillside in Barangay San Isidro, disintegrated and caught fire. All 131 occupants were killed.

The single engine airplane departed Breitscheid Airfield on a local skydiving flight. Once the appropriate altitude was reached, 11 skydivers jumped out and the pilot returned to the airfield with another passenger on board. On final approach, at an altitude of about 280 metres, the parachute of the passenger mistakenly opened in the cockpit. The passenger was caught outside the cabin and collided with the elevators. The aircraft went out of control and crashed in an open field located 1,500 metres short of runway 07 threshold. The aircraft was totally destroyed and the pilot and the passenger were killed.

The single engine aircraft departed Saransk on a positioning flight to Malye Alabukhi, carrying two technicians and two pilots who were dispatched in Malye Alabukhi to proceed to crop spraying missions. After touchdown at Malye Alabukhi Airfield, the aircraft was caught by strong crosswinds. It went out of control, veered off runway to the left and eventually collided with a tree. All four occupants escaped uninjured while the aircraft was damaged beyond repair.

The twin engine aircraft departed Aschaffenburg Airport on a training flight to Hahn with two pilots on board, one instructor and one pilot under supervision who was completing his type rating qualification. On approach to Hahn Airport runway 03 in marginal weather conditions, at an altitude of 4,350 feet and at a speed of 150 knots, the aircraft entered an uncontrolled descent. The rate of descent was up to 2,800 feet during the last four seconds before the aircraft crashed in an almost vertical position in a wooded area located about 9 km short of runway. The aircraft disintegrated on impact and both occupants were killed. At the time of the accident, weather conditions were as follow: overcast with few clouds at 200 feet, light rain possible on approach, moderate icing conditions possible in clouds, visibility one km and RVR runway 03 1,300 metres.

The pilot canceled the IFR flight plan as the aircraft crossed the VOR and reported the airport in site. The last radio contact with Air Traffic Control was at 0935:16. The crew did not report any problems before or during the accident flight. The distance from the VOR to the airport was 4 nautical miles. Witnesses saw the airplane enter right traffic at a low altitude, for a landing on runway 36, then turn right from base leg to final, less than a 1/2-mile from the approach end of the runway. Witnesses saw the airplane pitch up nose high, and the right wing dropped. The airplane than struck trees west of the runway, struck wires, caught fire, and impacted on a hard surface road. This was a training flight for the left seat pilot to retake a Learjet type rating check ride he had failed on March 24, 2000. He failed the check ride, because while performing an ILS approach in which he was given a simulated engine failure, and he was transitioning from instruments to VFR, he allowed the airspeed to decrease to a point below Vref [landing approach speed]. According to the company's training manual, "...if a crewmember fails to meet any of the qualification requirements because of a lack in flight proficiency, the crewmember must be returned to training status. After additional or retraining, an instructor recommendation is required for reaccomplishing the unsatisfactory qualification requirements." The accident flight was dispatched by the company as a training flight. On the accident flight a company check airman was in the right seat, and the check ride was set up for 0800, April 5,2000. The flight arrived an hour and a half late. The left seat pilot's, and the company's flight records did not indicate any training flights, or any other type of flights, for the pilot from March 24, 2000, the date of the failed check flight, and the accident flight on April 5, 2000. The accident flight was the first flight that the left seat pilot was to receive retraining, and was the only opportunity for him to demonstrate the phase of flight that he was unsuccessful at during the check flight on March 24th. Examination of the
airframe and engine did not reveal any discrepancies.

The twin engine aircraft departed La Paz-El Alto Airport on a flight to Santa Cruz, carrying two pilots and two technicians. After takeoff, the crew declared an emergency after the right engine failed during initial climb and was cleared to return. On final, the aircraft crashed 500 metres short of runway, bursting into flames. All four occupants were killed.

The aircraft departed Jaffna-Palaly Airport on a flight to Colombo, carrying mostly Marines officers. While in cruising altitude, the pilot reported an engine fire and diverted to Anuradhapura Airport. On approach, the aircraft went out of control and crashed in a wooded area located 14,5 km from the airport. The aircraft was totally destroyed and all 40 occupants were killed.

The flight was approaching a private airport (elevation 983 feet msl), that did not have an instrument approach system, during instrument meteorological conditions. The pilot informed the air traffic controller that he had the airport in sight, and cancelled his instrument flight plan. The twin turbofan airplane impacted a tree approximately 4,000 feet northeast of the airport in an upright position. The airplane then impacted the ground in an inverted position approximately 200 yards from the initial impact with the tree. The weather observation facility located 16 miles northeast of the accident site was reporting an overcast ceiling at 400 feet agl, and visibility 4 statute miles in mist. The weather observation facility elevation was 541 feet msl. Local residents in the vicinity of the accident site stated that there was heavy fog and drizzle at the time of the accident. The pilot had filed an alternate airport (with a precision instrument approach); however, he elected not to divert to the alternate airport. Examination of the wreckage did not reveal any evidence of pre-impact anomalies that would have prevented operation of the airplane.

The Sky Cabs flight SCB701 originated in Colombo (Bandaranaike International Airport Colombo - hereinafter known as BIA Colombo), Sri Lanka at 1940 hours on 23rd March 2000. It landed in Bangkok, Thailand at 0120 hours on the following day after an uneventful flight. The alternate airport for Bangkok was Rayong/Ban U-Taphao (VTBU). The crew had recent experience in operating AN 12 flights between BIA Colombo and Bangkok International Airport, Thailand. The same flight crew made the return flight back to BIA Colombo after 4 hours and 20 minutes ground time in Bangkok. The crew had received the weather report from Aero Meteorological Division (AMD), prior to departure. An air traffic control flight plan was filed to BIA Colombo, the filed alternate airport was Male International (VRMM) in the Republic of Maldives. The aircraft was refueled adding 6681 kgs of fuel to the remaining 8300 kgs bringing the total fuel onboard to 14981 kg. Flight SCB702, cargo flight, departed Bangkok at 0540 hours on 24th March 2000 to BIA Colombo. The scheduled flight time for Bangkok – BIA Colombo was five hours and twenty minutes with a scheduled time of arrival of 1100 hours (17:00 hours Sri Lanka time). SCB702 made the first radio contact with Sri Lanka air traffic control at 1016 hours. The area controller passed SCB702 the latest weather report effective for BIA Colombo and later, a Sigmet valid at the time. When the control of the flight was handed to the approach radar controller (Director) by the area controller, at 1042 hours SCB 702 was asked to report his radial and DME from Colombo, (i.e. from “DVOR/DME KAT”). SCB702 reported as saying “074 radial and 55 DME ready for descent”, thus the two-way communication was established. Later, the flight SCB702 made two unsuccessful ILS approaches to runway 04. While on a radar heading to get established on the ILS to Runway 22 for a third attempt to land, the aircraft crashed 1.2 N.M. north-northwest of the threshold of Runway 22 (3.2 N.M. north-northeast of the DVOR/DME 'KAT') at BIA Colombo at 1204 hours (or 1804 hours in the evening, local time) on 24th March 2000. Six crew members and three people on the ground were killed.